Tongue switch and mate for railways



Apr. B7, E923.

1,452,09 J. H. ASSELIN TONGUE SWITCH AND MATE FOR RAILWAYS Filed Aug. 9,1922 4 sheets-sheet 1 Apr. 17, 1923. mszm@ J.H.ASSEUN TONGUE SWITCH AND MATE FOR RAILWAYS Filed Aug. 9, 1922 4 sheets-Sheet 2 7 Apu. i923,

' J. H. AssELlN TONGUE SIWITCH AND MATE FOR RAILWAYS Filed Aug. 9, 1922 mmm@ 4 Sheets-Sheet 5 1,452,011@ J. H. Assi-:LIN

TONGUE SWITCH AND MATE FOR RAILWAYS Filed Aug. 9, 1922 4 Sheets-Sheet 4 Patented pr. 17, 1923.

r E srArs JAMES H. ASSELIN, 0F SAN FRANCISCO, CALIFORNIA.

TONGUE SWITCH ANDMATE FOR RAILWAYS.

Application led August 9, 1922. Serial No. 580,800.

Mates for Railways, of which the following is a specification.

This invention relates to a tongue switch and mate for railways, and especially to that type employed in electric street railway service and the like.

The object of the present invention is to generally improve and simpify switches and mates of the character described; to provide a switch which may be attached to a through rail and which may be placed on the inside or outside rail according to the nature of the curve on which it is used; to do away with switches constructed of cast steel castings, such as are now used in all street railway switches by substituting a cast iron casting which may be attached directly to a through rail to' eliminate three of the four joints now required in connection with all street railway switches; to eliminate all four pair of switch plates that are now required on all street railway switches; to do away with all cable bonds as the switch Jforming the subject matter of this application is attached or secured directly to a through rail; to practically eliminate the replacement of switch tongues; to materially reduce the cost of maintenance in connection with switches, and further to relieve the switch tongues of practically all wear as the tongues will only be used when rounding curves; to provide a mate for the switch forming the subject matter of this application which will do away with the cast steel special mate now employed on street railways; to provide a mate which may be attached to a through rail; to eliminate all but one fish plate; to do away with cable bonds in connection with the mates; to provide a mate whichvis raised so that the car wheel will flange ride, thus protecting the point of the mate; to reduce the cost of maintenance by lessening replacements due to the small amount of wear and tear encountered, and also dueto the fact that the major number of joints is practically done away with. Further to provide aswitch and mate which may be applied to any Size high :T-

rail or a standard T-rail, and which may be adapted to any radius or curve required. Other objects will hereinafter appear.

One form of structure which the switch and mate may assume is exemplified in the following description and illustrated in the accompanying drawings, in which- Figs. 1 and 2 are plan views of the switch and mate respectively which are employed where the major portion of the traffic, whether inbound or outgoing, is carried by the through rails.

Fig. 3 is a cross section on line A-A,

Fig. 4 is a cross section on line B-B, Fig. 1

Fig. 5 is a cross section on line C-C, Fim 1.

Fig. 6 is a cross section on line D-D, Fig. l

Fig. 7 is a cross section on line E-E, Fi .1. i Y

Fig. 8 is a cross section on line F-F, Fig. 2.

Fig. 9 is a cross section on line (5r-Gr, Fig. 2.

Fig. 10 is a cross section on line H-H,

ig. 11 is a cross section on line I-I,

Fig. 2. D

Fig. 12 is a cross section on line J.l, Fig. 2.

Figs. 13 and 14 are perspective views of the switch and mate respectively illustrated in Figs. 1 and 2.

Fig. 15 is a perspective view ofthe switch tongue illustrated in Figs. 1 and 13.

Figs. 16 and 17 are plan views of the type of switch and mate which are employed where the major portion of the traiic, whether inbound or outgoing, is switched off the through tracks.

Fig. 18 is a cross section on line I-I, Fig. 16.

Fig. 19 is a cross section on line D D', Fig. 17.

Fig. 2O is a cross section on line K K, Fig.17. I Figs. 21 and 22 are perspective views of the switch and mate respectively illustrated in Figs. 16 and 17.

Reerring tothe drawings in detail, and particularly to sheets 1 and 2, L indicates the switch and M the mate, which are employed where the major portion of the traflic is car ried by the through rails indicated l at 2 and 3. i

For the purpose of clearly explaining the invention, a detailed description ol thel switch will rst be given, and secondly a detailed description of the mate. The switch consists of a cast iron casting about eight feet long. This casting is indicated at 4, see Figs. 4. 5, 6 and 7, and it is fastened to the through `rail 2 by a. suitable number of bolts 5 as illust-rated in Fig. 13. The casting consists of a -base portion which is flanged as at 7, a' main body portion as indicated at 4, and an upper' iianged guard S. The upper surface of the main body portion 4 is fiat andk is preferably machined to forni a supprtingsurface for a .switch tongue generally indicated at 9. The switch tongue is made of forged or manganese steel and the heel of the tongue is pivotally attached to the casting or the main body portion 4 by means of a pin 10, which is ournalled in a removable brass bushing 11. The casting tapers from end to end, being heaviest at the heel portion of the switch and ligliest at the point of the switch. The flange 8 cooperates ait one end with the flange 12 of' the through rail 2 and at the opposite end with a flange 13 of the curved rail 14. No joint is formed between the through rail 2 and the casting which sup-- ports the switch las this 'casting is directly secured to the side of the rail and onlyone joint is therefore required and that is the joint which is formed between the castingl and the curved rail 14 and which is illustrated at 15. A spacing block 16 is introduced at this point and is perhaps best illus trated in Figs. 1, 3 and 13, said spacing block being` secured by the bolts 5a. These bolts also serve the function of securing the curved rail 14 with relation to the through rail 2 and the casting. The switchtongue proper may be manually operated or mechanically operated as desired. lf it is mechanically operated a lug 17 is employed which projects downwardly into a cross slot 18, see 1, formed in the upper surface ofthe body portion 4. AL connection is then madeA in any suitable manner between the mechanically actuating mechanism and the lug 17, but aswthis matter is of no particular importance in the present instance,

further illustration thereof has been eliminated.

The mate illustrated at M consists of a steel casting approximately seven feet in length. This is bolted as illustrated inFig. V14 to the curved rail 19, which in this instance is the continuous rail, the through rails being the rails indicated at 2 and 3 and are therails which carry the major portion ofthe traffic. A cast iron iiller, such as illus trated at 16a, see Figs. `1, S and 14, is employed and this filler is secured to the rail 19 by means of bolts 20 which also secure the through rail 3 with relation to the casting of the mate M and the rail 19.

The grooves in the mate illustrated in Figs. 9, 10,11 and 12- are` raised so that the car wheel will fiange ride, thus protecting the point ot the mate. The mat-e constructed as here shown does away with the cast steel special mate now used by street railways. It eliminates all but'one fish plate. It does away with all cable bonds.' with all but one joint. It is raised so that the car wheels will flange ride. It is directly attached to the side of a rail and as such does not only cut down the original cost and price of installation, but maintenance charges are also lessened due to the fact that hammering, wear and tear arel practically eliminated. This is also true of' the switch as the switch does away with a steel casting such as is now used on all street railways, that is a cast iron casting is substituted which is attached directly to a through rail. It eliminates three ofI four joints that are now usually required on all street railways. It eliminates four pair of fish plates commonly required. It does away with all cable bonds as the switch is attached directly to the through rail. It practically eliminates the replacement of switch tongues as the major portion ofthe traffic is carried by the ball of the through rail, and as practically alljoints are eliminatedmaintenance cost is reduced to a minimum. The first pur'- chase price and installation are lalso reduced, and as the casting proper is not subjected to wear of an consequence it may be removed and reuse when the through rails are worn. It should further be noted that no load is Tt does away thrown on the switch tongue, except when a car rounds a curve and as such the wear ot' the switch tongue should be very small.

The yswitch and mate illustrated in Figs. 16, 17, 21 and 22 are as previously stated employed where the major portion of the traflic is side tracked or travels over the curved rails indicated at 30 and 31, this being true whether the traficis inbound or outgoing. The castings employed in each instance are, practically speaking, identical to those illustrated in Figs. 1 and 2. This can be seen if comparison is made between Figs. 18 and 19 and Figs. 6 and 11, as these figures are cross sections taken at the same lll! points of' the switches and mates respectively.

flange guard would be destroyed. This steel plate is also illustrated in Fig. 22 and it is secured to the side ot the rail and the casting by means of bolts 3G, see Fig. 22.

ln conclusion we will state 'that there are two terms ot' mates employed, one being used on the inside rail and the outside rail, their position depending entirely upon the proportion ot trailic carried. V@n the inside mate the groove is partially used so as to hold the wheel on the curve until the switch is passed, and on the outside mate the groove is eliminated and more flange clearance is given to allow the wheel to take the curve.

rllhe switch and mate illustrated in the several dra. rings can be manufactured torany size high Ilrail or tor standard T-rail, and for any radius or curve. The cost ,of manufacture of both the tongue switch and the `mate is very low when comparison is made with the standard forms of switches and mates now commonly used by all street railways. The cost ot installation is-Lgconsiderably lessened. All joints, except'cne, are eliminated, and when `it is also considered that only the minor portion ot the traii'ic is carried by the movable switch tongue, it can readily be seen that wear and tear will be re' duced to a minimum and maintenance cost will be reduced proportionately.

Having thus described my invention, what claim and desire to secure by Letters Patent is*-` l. The 'combination with the straight and the curved rail of a switch one ot the rails having a continuous ball portion, of a switch casting adapted to be secured to the side of the rail. which carries the major portion of the tratiio. and a switch tongue directly supported by said casting, the heel ot said tongue aligning with the ball of the rail which carries the minimum portion ot the traflic. v p

2, ln a switch of the character described the combination with the straight and the curved rail. and one of said rails being a continuous rail and .having a continuous hall portion.` of a switch casting adapted to be secured to the inside of the continuous rail, and a switch tongue supported entirely by the casting and having its heel end aligning with the ball ot the other rail.

lin switchoi the character describec the combination withthe straight and the curved rail, and one ot said rails being a continuous rail and having a continuous ball portion, ot a switch casting adapted to be secured to the inside ot the continuous rail,`

and a movable switch tongue supported entirely by the casting and having its heel end disposed in alignment with the' ball of the other rail.

4. In a switch of the character described,

the combination with the straight and the curved rail, and one of said rails being a continuous through rail and having a continuous ball portion, ot a casting secured to the inside ot the continuous rail, and a tongue supported by the casting and normally aligning with the ball otv the other rail.

5. In a switch of the character described, a. pair of straight and a pair of curved rails, one rail of each pair being a continuous through rail and having a continuous ball portion, a. casting secured to each continuous rail, and a tongue supported by each casting, the heel of each tongue being placed in alignment with the other rails.

6. In a switch of the character described, a pair of straight and a pair of curved rails, one rail of each vpair being ay continuous through rail and having a continuous ball portion, a casting secured Ato each continuous rail, a movable switch tongue supported by one casting, anda stationary tongue supported by the other casting, the heels ot said tongues aligning with the other rails.

7. ln a switch ot the character described a straight rail having a continuous ball portion, a curved rail, a switch casting secured to the inside of the straight rail, and a movable switch tongue supported by said casting, the heel of said tongue aligning with the ball of the curved rail.

8. ln a switch of the character described, a continuous curved rail having a continuous ball portion, a straight rail, a switch mate casting secured to the inside of the curved rail, and a tongue supported by said casting and aligningwith the ball of the straight rail. i

9.` In a switch of the character described, a continuous curved rail having a continuous ball portion, a straight rail, a switch mate casting secured to the inside of the curved rail, a tongue supported by said cast-ing and aligning with the ball of the straight rail, a filler block disposed between the straight rail and the curved rail, and means for securing the straight rail to the ller block and the curved rail.

l0. ln a switch of the character described a straight rail having a continuous ball portion, a switch casting secured to the inside ,of the rail, a curved rail abutting one end ,i ,oit said casting, a filler block disposed bevtween the straight rail and the end of the `curved rail, bolts passing through the straight rail, the filler block and the end of vthe curved rail to secure the same as a unit, and a switch tongue supported by the casting, said switch tongue being pivotally connected to the casting and having its heel portion ,disposed in alignment with the ball of the curved rail.

` JAltES H. ASSELllN, 

